Automobile bumper



Oct. 20, 1936. l, WQLFF 2,058,283

AUTOMOBILE BUMPER Original Filed June lO, 1933v 3 Sheets-Sheet 1 411W' mm lum... *fil-m' ATTORNEY Oct. 20, 1936. l. woLFF l 2,058,283

AUTOMOBILE BUMPER Original Filed June l0, 1933 3`Sheets`$heet ATTORNEY Oct'. 20, 1936. WQLFF AUTOMOBILE BUMPER original Filed June-1o, 19532 3 Sheets-Sheet 3 'Tai 7 cc'/ /c, LIF-g 175 67 lNvEN-roR l BY/lfan i164?" .www

ATTORNEY I Patented Qct. 20, 1936 UNITED sTATEs AUTOMOBILE BUMPER Ivan Wolff, New York, N. Y. *l

Application June 10, 1933, Serial No. 675,165

Renewed March 30, 1936 23 Claims.

This invention relates to that class of devices, commonly known as bumpers, carried at the front and rear or both ends of automotive vehicles for use as protective and shock-absorbing fenders or buffers.

Such bumpers as heretofore proposed have generally included impact elements in the form 0f fairly stiff bands extending across the front or back of the vehicle and usually incurved at opposite ends toward the chassis side-bars. Such bands are usually of spring steel and rather massive to withstand permanent distortion or crushing on the occurrence of a severe collision shock while slightly resiliently yielding to absorb Such shock as much as possible. In attempts to soften the absorptive reaction, mountings often of the arched leaf-spring type wherein the leaf or other spring elements are thinner and more elastically flexible than the impact bar or bars, have been resorted to. In so-me cases, such leafspring mountings, whether individual elongate elements or mere continuations of other elongate elements making up the bumper, have been specially shaped, and given special dispositions in relation to an impact band e. g., placed behind an impact band, or between an impact band at the outer end of the bumper and what may be called a secondary band or bar behind the impact band lastv mentioned; with the avowed purpose of providing a better cushioning and smoother absorption of a frontal shock or with the avowed purpose of having the bumper exhibit improved behavior in resisting and cushioning shocks received laterally or obliquely of the center line of the vehicle.

However, in all prior constructions of which I am aware, including those mentioned just above, any frontal or substantially frontal shock is necessarily received by the bumper in such a way that the disruptive and destructive effect of such shock is transmitted wholly or mainly or at least considerably in a directio-n parallel to the center line of the vehicle, that is, in the direction of its travel. In other words, the shock absorbing efficiency (such as it is) of all bumpers heretofore proposed substantially wholly resides in the fact that distortion of the bumper elements produces, primarily if not entirely, a collapsing of the general structure of the bumper toward the vehicle. Thus the present-day bumper, Whether stiff and comparatively unyielding or the opposite, constitutes an evier present potentiality for imposing a racking strain on the Vehicle and giving serious injury to the vehicle occupants.

One of the objects of the present invention is to provide a bumper which upon collision with any other object will absorb the shock (wholly, mainly or at least considerably) Widthwisely of the vehicle, that is, lengthwisely of the bumper, even when the bumper and the colliding object meet in such manner as to subject the bumper to frontal shock.

This object is attained according to the invention by providing a bumper which upon receiving a shock from collision with an object ex- 10 ternal to the vehicle acts automatically to distend itself Widthwisely `of the vehicle, or to shift a bumper part widthwisely of the vehicle; thereby to cause a redisposition or reshaping of a part 0r parts of the bumper in a manner to absorba considerable part of the shock received by the bumper but in a direction sometimes (that is, in the case of a frontal 0r substantially frontal impact) at a considerable angle to the direction of shock reception. Such a construction for the l? first time makes it feasible to incorporate in the 0 bumper shock-absorber elements which can perform shock absorb-ingly by linear distention and/or by crushing or compacting linearly; and such a construction, also, when desired, makes it possible for the first time practicably to incorporate in the bumper (since a bumper is very much longer than deep) a series of progressively deformable shock-absorbing means of gradually increasing resistivity to deformation.

Another object of the invention is to provide a bumper incorporating a shock-absorbing means which performs shock-absorbingly by distention and/or collapse with such distention or collapse resulting in a permanent deformation of said means, as contradistinguished from merely a reshaping or redisposition thereof Which is elastically overcome upon relief of the reshaping or redisposing strain.

Another object of the invention is to provide a bumper incorporating a shock-absorbing means which, whether a unitary member or a built-up multi-part structure, acts shock-absorbingly by distention and/or contraction linearly or along a substantially straight line lengthwisely or substantially lengthwisely of the bumper.

Another object of the invention isr to provide in a bumper of greater width than depth a shockabsorbing means which includes a plurality of shock-absorbing instrumentalities progressively 50 permanently and/or elastically deformable in a direction at a less angle to the depth than to the width of the bumper. n

Another object of the invention is to provide a bumper which upon receiving either an oblique or a frontal shock will absorb such shock by transmitting the same largely to an element yieldable transversely or substantially transversely of the vehicle.

The invention will be more clearly understood, and the various objects and advantages thereof including those already mentioned will be fully appreciated, from the following description of certain now preferred of the many possible ernbodirnents of the invention..

These embodiments, which are merely illustrative of course. are shown in the accompanying drawings, in which Fig. 1 is a view showing one embodiment, principally in top plan but partially broken away andV partially in section;

Fig. 2 is a vertical section on line 2 2 of Fig. 1, looking toward the right in Fig. l;

Fig. 3 is a view similar to Fig. 1, but showing another embodiment;

Fig. 4 is a vertical section, taken on the line 4 4 of Fig. 3;

Fig. 5 is a vertical section, taken on the line 5 5 of Fig. 3;

Fig. 6 is a detail view, being also a vertical section, this taken on the line 6 6 of Fig. 3;

Fig. '7 is a view similar to Fig. 1, but showing still another embodiment;

Fig. 8 is an enlarged perspective View showing certain of the parts of Fig. '7;

Fig. 9 is a vertical section taken on the line 9 9 of Fig. 7;

Fig. 10 is a view similar to Fig. 1, but showing still another embodiment;

Fig. 11 is a front elevation of the parts shown in Fig. 10 3 Fig. 12 is an enlarged vertical section taken Substantially on the line |2 |2 of Fig. 10;

Fig. 13 is an enlarged detail, being a vertical section taken on the line |3 |3 of Fig. 10

Fig. 14 is a view similar to Fig. 1, but showing still another embodiment;

Fig. 15 is a vertical section, taken substantially on the line |5 |5 of Fig. 14;

Fig. 16 is an enlarged detail; being a vertical section taken substantially on the line |6 |6 of Fig. 14;

Fig. 17 is a View similar to Fig. 16, but taken on the line of Fig'. 14; and

Fig. 18 is a View similar tocFig. 15, taken substantially on the line l8 l8 of Fig. 14 and partially broken away and partially additionally in section.

Similar reference characters refer to similar parts throughout the several views of the drawings.

The invention has been shown in these drawings as embodied in front-bumper designs; but it will be understood that the invention may be employed. in connection with rear bumpers as well.

Referring now. in detail to the bumper shown in Figs. 1 and 2, ,the same includes an impact band 20 of heavy spring steel and behind the same a similar band 2|; these two bands at the front-center of the bumper beingr coupled by a ltment comprising a clamp 22 in the present case carrying a plurality of rollers 22a, and at their opposite ends being curled around bolts 23 and 23. While as shown the bands 29 and 2| are diiferentially curved or shaped along their lengths between bolts 23 and 23', their said lengths are substantially equal. Bands and 25 are complementary to the bands 29 and 2|, inasmuch as these bands 24 and 25, hereinafter called the follow-up bands, form, with the bands 26 and 2| (hereinafter for convenience both called the impact bands), opposite sides of substantially an ellipse, and these sides are to approach each other and straighten out and thereby elongate the ellipse during shock absorption by the bumper following a severe impact frontally or substantially frontally received thereby. In other words, what may be called a toggle or quasi-toggle motion occurs, by virtue of other structural details asfollows: The follow-up bands 24 and 25 are at their opposite ends curled around bolts 25 and 25', and these bolts, together with the bolts 23 and 23', tie together end-tments 26 and 26. Downward inward projections 26a and 26a' from these tments restrain the latter against rocking relative to any of their bolts by being riveted at 21a and 21a to the outer ends of a pair of rather stii leaf-spring supports 28 and 28'; which supports are secured at their inner ends to xed points on the vehicle. Moreover, in the present case, there is very little rockability in the tments 26 and 26 relative to the impact and follow-up bands; due to the curlings of the latter bands around the bolts 25 and 25', and due to the curlings not only of the impact bands but also of the opposite end-portions of a shock-absorbing band 29 around the bolts 23 and 23.

This shock-absorbing band 29 is shown as adaptedto act shock-absorbingly by distention, and mainly lengthwisely of the bumper according to the invention, due to its forcible distention when the ellipse aforesaid is flattened and elongated due to animpact of the kind last above referred to. As here shown, the band 29 is a bar of metal, say cold-rolled steel or some other suitable material, given serpentine bends between its anchoredV ends; the material selected being desirably such that severe pulling stress on the bar deforrns the same substantially or wholly permanently, to avoid or minimize rebound, and consequently actually to absorb, rather than to receive and elastically throw back, the shock transmitted thereto.

In order, however, to provide an elastic shock receptor as Yan actor within the bumper performing preliminarily to the permanent deformation just referred to, meansV are incorporated thus to function elastically. This is a preferred feature of the invention; it being useful to avoid really unrequired deformation of the band 29 or an equivalent on each slight impact received by the bumper, and in any case to cushion to some eX- tent the shock absorption by permanent deformation.` Whenever the band 29 or an equivalent is permanently deformed, unnecessarily, there is an unnecessary expense involved in reshaping the band or in removing the same and substituting another; although it Will be noted that as the bumper is shown there will be very little or no trouble and hence little or no expense for the labor of substituting a new band for another, as the band ends are curled over rather than under the curled ends of the impact bands 2D and 2|.

These elastically acting means are, in the present case, plurally present. In the first place, before the band 29 is permanently deformed by distention, the leaf-spring supports 28 and 28 yield elastically; the inner ends of these being here shown as riveted to sleevelike mounts 29 and 29 set-screwed on the cars front axle 30; these mounts being here shown as including forward curved-face extensions 29a and 29a the purpose of which will be explained in a moment.

to deformation, then by an element of` greaterree sistance to deformation. There is, again, shockabsorptio-n substantially lengthwisely of the bumper-here, however, accompanied by bodily movement of one bumper element relative to an'- other lengthwisely of the bumper, rather thanby distention of the bumper as a whole lengthwisely as in Fig. 1.

Referring next to the embodiment of the invention illustrated in Figs. '7, 8, and 9, here an im, pact band 45, like the impact band 20 of Fig. 1, has its opposite ends curled around :mounting posts. carried by end tments lll. These tme'nts, howl ever, are functionally'as well as structurally different from the tments 25 and 26 of AFigyl.

These'tments 4'? are plural-bar links pivotally connected -at their outer endsby way ofv posts 48 with impact band 45, andare similarly con# nected at their inner ends, by pins'48, with a'rigid bar 49. In other words, instead of avoiding a parallelogram oi levers as in Fig. 1, here such Va parallelogram is provided.

Bar 59 is adapted to be secured to the front axle of the vehicle by clamps 50.

Impact band 45 as shown has riveted thereto leaf-spring auxiliaries l for first receiving shocks directed obliquely against the bumper or endwise- 1y thereof.

The partsso far described are normally held in their illustrated locations by means of apair of shock-absorbing bands 52 each of the same general form and character as the band 29 of Fig. l; each of said bands 52 being stretched between a hook 53 near the outer end of a link 41 and a hook 54 on the near side of a slide-sleeve 55 cn a post 56 anchored at 51 on bar 49. The outer end of said slide-sleeve is shown as extended laterally of the bumper and as having riveted on such extension as indicated an M-shaped leafspring 58.

Desirably, there is a lost-motion means associated in some suitable way with each shock-absorbing band 52, for instance, a coil-spring addendum as indicated at 59. This permits elastic flattening out or undulatory deformation of the impact band 45 and of the M-spring 58, as a complete shock-absorption means for the frequent but slight shocks received bythe bumper. These parts 45 and 58 also act as a rst or preliminary such means before non-elastic shock absorption by deformation of one or both the shock-absorbing bands 52 in the case of a severe shock. l

In the case of such a severe shock received frontally or substantially frontally of the bumper, slide-sleeve 55 will be forced along post 56 back toward the vehicle, thereby to cause both shock-absorbing bands 52 to come into action by distention; the links lll not being allowed to rock toward bar 49 before the coming into action of other and more resistant shock-absorber means which absorb shock by permanent deformation.

Means of the kind last-mentioned are here shown at 60, one ksuch means being at each rear corner of the bumper. Each of these means as shown comprises a pair of fan-ruiiled or radially corrugated metal sheets of generally triangular outline and made of some relatively inelastic material as cold rolled steel. 'I'hese sheets are secured in place and connected with links 41 and bar 49 as illustrated, desirably by bolts 6I, so that when the sheets are deformed by shock absorption they can be readily removed and others substituted'. Y

Here these posts are marked-45, and are Exceedinglylsevere shocks received obliquely or endwisely .of the bumper. will similarly Vbe labsorbed, rst by the elastic impact band S45-'fand one of/its elastic auxiliaries`5lfand next by permanent deformation of theA sheets 60,*as the linksY 4'! both swing to the right or left. intthe direction of shock reception..` Such swinging of theseilinks 4not only distends one `bandl52, butals',l while one ofv the Apair of sheetsfil)A is beingvdistend'ed the other pair of said sheets is being crushedf Thus, in the embodiment ofithejinvention just described-fin connection with Figs.f7, 8,' and..9,

also, there is shock absorption according to :the

inventiony and the hereinbefore fstated present preferences.` 'For examplefthere'is shock'absorption as theresult of elastic yield, 'and alsofasthe result zof` non-elastic yield. l There L is, further,

progressive shock absorptionQflrst by' anelement of less resistance to deformation, then by an Yele'- ment of greater resistance to' deformation. There is, againgtshockv absorption Vsubstantially length- 1 wisely of the'zbumper-here -accompanied by.` a bodily movement of one bumper elementfrelative to another lengthwisely of the bumper, as -in Fig. 3, and also, a distention of the bumper as a whole lengthwisely, as in Fig. 1.' Y v Referring-next to theembodimentof .the invention illustrated in Figs. l0, 11', 12, and 13,-here` a pair of impact bands `62 are coupled with a single follow-up band 63 by end-curlings' of these three bands over suitable posts 64a of end tments 64;"thus providing anfelliptical structure'V similar in principle to the one included in the bumper of Fig. 1. `Inthe present case, the impactlbands 62;r

both similar andof-.uniform width'from endto end, and one 'spaced above the otheryhave-their ends curl'e'd 'about the upper andlower' portions of the posts 64a; and the follow-up band63', while throughout its `main' centralilength .widerthan an impact band 62,`is narrower at itsendportions so that vthese vend portions may bev curled around the middles `of the` posts 64a'5between the endcurlings therearound of thev two impact bands 62.

Follow-up 4band 63 isshownias secured at its middle to a platelike head 65a formed on a rearwardly extendingrod 65 to provide one form of attachment of thebumper to thevehicle.

Also around said posts 64a, over thecurlings of the endeportions of the follow-up'band 63'therc^ around,'are the curled ends 'of' ay pair of'fshort hanger-bands 66 to the free ends" of which'ar'ev connected, Ybyp'in-and-slot lost-motion means the pin elements whereof'are indicated at G'Lthe ahead of,'and alongside the end-portions of, the.

impact bands 62! As these parts'arel shown buffer 69 is from end to enda round rod of `a diameter to extend `through 'the space between upperand lower impact bands 62 ;while buffer 'lll is similarly constructed except that at a suitable pointualong' the length of the latter it incorporates Iahorizontally elongatedeye lavthrough which can'play the buffer 69. At its inner end eachbuffer'car'- ries ans-shaped head 69 orn'lll; each such head at one end beingtted against -and welded to the Also, as here shown, the two follow-up bands 24 and 25 at the rear-center of the bumper are coupled by a roller-equipped tment 3|a in a manner `similar to the coupling of the impact bands 20 and 2| by the tment 22. This tment 3|a is a part of a plunger 3|, and said plunger Works against an expansile spring 32 while guided in a slide-bore within a forwardly extending sleeve 33a. forming part of a mount 33 setscrewed in fixed position onv axle 30;-the cornpression of the spring 32 thus occurring simultaneously with'the elastic yield of supports 28 and 28 as a preliminary to deformation of band 29; In the second place, means are present to cause elastic yield of spring elements coincidently with ydistention-deformation of band 29; these means'being the differential shapings as between the bands 20 and 2| and as'between the bands 24 and 25--the more elaborately curved bands 2| and 24 having to be stretched to the 'simpler curvatures of the bands 20 and 25 to become equal in length with the latter, incident to the first flattening of the ellipse.

Thus in the embodiment of the invention just described, there is not only, as is preferred, a progressive shock absorption on severe impact, with the shock-absorbing elements of greater resistivity to deformation subsequent in action to other such elements, but, also, principal shock absorption lengthwise rather than depthwise of the bumper; and, further, as may be found preferable, with one of said elements elastically yieldable and another substantially or completely non-elastically yieldable. Also, pursuant to one way of carrying out the invention, shock absorption occurs incident to elongation of the bumper substantially as a whole and to 'shifting of a bumper part in the direction of bumper length.

Referring next to the embodiment of the invention illustrated in Figs. 3, 4, and 6, here an impact band is in the form of an arched member 33 U-shaped in cross-section as shown best in Fig. 4, carrying a pair of leaf-spring auxiliaries 34 compressible by obliquely or sidewardly received shocks. Impact band 33 is part of a unitary structure having plane bent end extensions which at 33a, curl back toward the vehicle and thence continue at 33h inwardly toward each other in mutual alignment. `Leaf-springs 34 are riveted near their rearward ends to these extensions 33b as shown,

Said extensions 33h are also U-shaped in crosssection, having top and bottom forwardly directed walls 33e; these walls slidably accommodating between them similar walls 35a at opposite ends of a heavy bar 35.

Said bar 35 at its center is suitably connected to the front of the vehicle by a rod 36 andan interposed plate 31.

The unitary structure including impact band 33 is always held on and forwardly projecting from bar 35, not only by the described relation of walls 33o and 35a., but also by the intertting, within the rear channel 33 of impact band 33, of the free ends of a plurality of leftwardly curved swing-arms 38, 39 and 40 and rightwardly curved swing-arms 38', 39 and 40.

Each of these swing-arms is pivotally carried on one of the six mountings 35d, each of forktype as indicated in Fig. 4, and all carried by bar 35. By means of hooks fastened on the swingarms as shown, and other hooks on all of the mountings 35d except the two at the extreme right and left, heavy retractile coil springs 4| connect arm 38 to the mounting for arm 39 and connect arm 39 to the mounting for arm 40, and similar springs 4| connect arm 38 to the mounting for arm 39' and connect arm 39' to the mounting for arm 40', and a similar spring connects arms 4U and 40. These springs act on the swing-arms to hold the free ends of the latter within said channel 33 at all times.

As shown arms 40 and 40', by means of hooks thereon fairly close to impact band 33, are also joined by a shock-absorbing band 43 of the same general form and character as the band 29 of Fig. l-except that the band 43 at each opposite end has a slot 43 therein as shown in Fig. 6. Such slots afford lost-motion means to avoid permanently deforming the band 43 for shock absorption purposes on slight rockings of the Vswing arms incident to other than severe impacts against the impact band 33 or transmitted thereto from an auxiliary 34 following or incident to some resilient deformation of the latter.

In order, among other things, normally to hold the impact band 33 centrally of the bar 35 laterally of the vehicle, each extension 33D of the unitary structure including said impact band carries. a rearwardly extended hook 33d thereon, and bar 35 carries rearwardly projected a pair of posts 35e thereon; and between such a post and hook at opposite sides cf the bumper there is stretched a shock-absorbing band 44 also of the same general form and character as the band 2S of Fig. 1.

On an impact against the bumper, the same if frontally or substantially frontally received will be taken up by a movement of the impact band 33, slightly preceded and/or accompanied by an elastic flexing of the auxiliary leaf-spring 34 to the left if the shock is received say in the direction of the arrow S of Fig. 3. If the shock-absorbing bands 44 are of high resistance to deformation, or if suitable lost-motion means are provided for said bands 44 (for instance, like the lostmotion means provided as in Fig, 6 for the shockabsorbing band 43), the impact band 33 may move toward bar 35 without deforming any of the shock-absorbing bands; such movement of the impact band 33 occurring by relative sliding between walls 35a, and 33C and/or flexing of the extensions 33a of the unitary structure including the impact band. A movement of the impact band 33 toward bar 35 causes all or some of the swing-arms to rock back toward said bar, and thereby some or all of the shock of the impact being received is taken by stretching of the coil springs connected to the arms. If the shock is so severe that it or a part of it should be absorbed non-elastically, the shock-absorbing bands 43 and 44 next come into action, becoming distended substantially lengthwisely of the bumper. If the shock received by the bumper is from an impact arriving endwisely or substantially endwisely of the bumper, such shock, as to that part of it not absorbed elastically by the auxiliary leaf-spring 34, which receives the shocks, will be taken up non-elastically by the shock-absorption band 44 on the other side of the bumperthis band deforming by distention accompanying a movement of the impact band 33 lengthwisely of the bumper.

Thus in the embodiment of the invention just described in connection with Figs. 3 to 6, there is shock absorption according to the invention and the hereinbefore stated present preferences. For example, there is shock-absorption as the result of elastic yield, and. also as the result of nonelastic yield. There is, further, progressive shockabsorption rst by an element of less resistance shock-absorbing band 68 and at its other end presenting a hook to which is connected one end of a retractile coil spring 1|. The other end of each such spring 1l is connected to a hook 69" or 10 on buffer 69 or 10.

These springs always hold rollers 12, on hangers 13 on buffers 69 and 18, against the front faces of upper and lower impact bands 62.

Any really severe impact against such a bumper, whether received frontally, obliquely or endwisely of the bumper, is received and absorbed by deformation of the shock-absorbing band 68. For instance, if received in the direction of the arrow S' of Fig. 10, buffer 69 'will act entirely or substantially entirely as a thrust-rod, moving to the right and substantially parallel with the band 68, thus deforming the latter by distention over the greater part of its length. If the shock is received say in the direction of `the arrow S" of Fig. 1), there is action of buifer 69 as just described; plus a distention of the elliptical structure 62-63 lengthwisely of the bumper, and consequently a further deformation by distention of the band 68 over its whole length, as the result of the roller 12 on buier 69 being forced against impact bands 62. Any frontal or substantially frontal shock will usually be first received by both buffers 68 and 10, or perhaps in part rst received directly by impact bands 62; but always, either wholly through both rollers 12 or otherwise, to distend the elliptical structure 62-63 lengthwisely of the bumper by flattening pressure on the impact bands 62.

Thus in the embodiment of the invention just described in connection with Figs. 10, 11, 12, and 13, also, there is shock absorption according to the invention and the hereinbefcre stated present preferences. For example, there is, at least as to impacts received in certain more usual directions, shock absorption as the result of elastic yield, and also as the result of non-elastic yield (due to the lost-motion means 61) There is, further, at least as to the impacts last referred to, progressive shock absorption, first by an element of less resistance to deformation, then by an element of greater resistance to deformation. There is, again, shock absorption substantially lengthwisely of the bumper-here accompanied, in the case of some impacts, by a bodily movementV of one bumper element relative to another lengthwisely of the bumper, as in Figs. 3 and 7, or, in the case of other impacts, by a distention of the bumper as a whole lengthwisely, as in Fig. 1.

Referring next to the embodiment of the invention illustrated in Figs. 14, 15, 16, 17, and 18, here an impact band 14 is carried forwardly of a bumper structure more of the true-toggle type than even that form of the invention shown in Fig. 7. As shown, said impact band 14 is arched forwardly at its central portion and has terminal portions more sharply arcuate; these last-mentioned portions being impositively held between pairs of posts 15, one such pair within the forward forked end 16a of each of a pair of forwardly diverged arms 16.

. Around each rearward post of the two pairs of posts 15 is curled one of the two opposite ends of a bar 11 which between such curlings is U- shaped in cross-section.

Along such U-shaped portion of the bar 11 are spaced pin-and-slot mountings 11a for the forward ends of pairs of links A and A', B and B' and C and C' constituting independent togglepairs. Each of these six links at its rear end is equipped with a roller, certain of which rollers ride ina track at a higher level and certain of which ride in a track at a lower level at the back of the bumper structure, so that in flattening out the toggle-pairs depthwisely of the bumper those of these rollers which move in one direction lengthwisely of the bumper will not interfere with the others of these rollers which then move in the opposite direction. The rollers on the rear ends of the links A, A and C' move in the lower or bottom track and hence are marked respectively Ab, A'b and Cb, and the rollers on the rear ends of the links B, B and C move in the upper or top track and hence are marked Bt, B't and Ct.

Saidupper and lower roller tracks are provided at the portions marked T and B in Figs. 16, 17 and l18, with a c-shaped cover-structure tb for a channel member 18 constituting a rigid and massive backing for the bumper and by way of which the bumper, through a rearwardly extending rod 19 secured tosaid backing, is suite, ably attached to the vehicle.

The arms 16 at their `rear ends are pivotally connected at 80 to short thrust-studs 8|;.the rounded exterior of each such pivotal mountingr resting up against a forwardly extended projection 82 in channel bar 18. These projections are at opposite ends of said channel bar, and between the thrust-studs 8| and secured thereto at its opposite ends is a shock-absorbing tube 83 of a circumferentially parallellyV corrugated type but of an inelastically or-substantially inelastically deformable metal or other material, as lead-coated steel, inelastic bronze or the like. The rear vertical wall of cover structure tb, which throughout the major part of the length of the tube 83 completes a tunnel or fully girthing box orsleeve for said tube, is, at each end thereof, and for a distance such as that indicated in Fig. 18, cut away to provide a slot tb. These slots are to permit a combined rocking and sliding of arms 16 to .cause the tube 83 to be endwisely crushed as the inal and shock Aabsorbing action of the bumper in the case of a very' severe impact; the tube 83 being more resistant to deformation by such crushing than are other shockabsorbing elements so acting by distention following straightening out of the toggle-pairs A and A', B and B and C and C'.

The shock-absorbing elements last referred to are shock-absorbing bands AA', BB and CC' each similar in form and character to the band 29 of Fig. 1; the band AA' being stretched as illustrated between links A and A', theband BB' being stretched as illustrated between links B and B', and the band CC being stretched as illustrated between links C and C'.

In the case of a frontal or oblique impact against the bumper, there is first an elastic shock absorption by a straightening out of the impact band 14, and then a non-elastic shock-absorption by distention-deformation of one or more of the bands AA', BB' and CC', and finally, where the shock is very severe, a non-elastic shock-absorption by crushing-deformation of the tube 83 resulting from a movement of one or both of the arms 16 as above described; while in the case of an impact received endwisely of the bumper there is an absorption thereof, chiefly by crushing-deformation of said tube, due to the arm 16 on the side of the bumper which receives the shock acting as a thrust-rod, and partially, in practically every case, by an accompanying distention of one or more of thebands AA', BB and CC'.

Thus, inthe embodiment of the invention `iust described in connection'with'ligs.` 14, 15,16, 17, and 18, there is shockabsorption"according to theinvention and the hereinabove stated present preferences. For example, there is, at least as to impacts received in certain more usual directions, shock absorption as the result of elastic yield and also as the resultof non-elastic yield. There is, further, as to all impacts received, differential and/or progressive shock absorption, part thereof by an element of less resistance to deformation and part thereof by an elementy of greater resistance to deformation. There is, again, shock absorption principally lengthwisely of the bumper, performed or assisted by a toggle action-here, however, as the result of including a true or pivoted-toggle component. Also, in this embodiment, another possibility of the invention is illustrated, which is the pluralizing of toggle-components in away to give shock-absorption lengthwisely of the bumper over an effective linear path which is a multiple of the lengthwise distendability of the main bumper structure, whether as the result of a quasi-toggle as in Figs. 1 and 10, a dupleX-qua'si-toggle because a parallelogram of levers as in Fig. '7, or what may be termed a camming action and/or a rotation of swing-arms as in Fig. 3. YFinally, the shock-absorption here is accomplished, in the case of some if not all impacts, both by a bodily movement of a bumper part relative to another and by a distention of the bumper as a whole lengthwisely thereof.

Included within the invention are parts only k. of, and combinations of parts from, one or more of the illustrated embodiments or variations thereof within the broad principle of the invention. As one of many possible examples, a bumper according to the invention could be constructed as in Fig.'14, but with only the parts 'IS-Tl-SS or equivalents present, or with the last-mentioned parts absent. And inasmuch as many apparently widely dierent lembodiments of the invention from those illustrated are possible, it is intended that all matter contained in the above description or shown in the accompanying drawings is to be Vtaken as illustrative merely and Ynot in a limiting sense. The scope of protection contemplated is to be taken from the appended claims, interpreted as broadly, in the light of the foregoing specification and otherwise, as is consistent with the prior art.

What is claimed as new, is:

1. In an automobile bumper of a greater length widthwisely of the automobile than depthwisely in the direction of travel thereof, the combination of an impact element, a carrying structure therefor including mounting means for the impact element, said mounting means including pivots joining the impact element and said carrying structure whereby during shock-absorption the length of the bumper is increased, andV shockabsorbing means functioning, during such lengthening of the bumper, shock-absorbingly in a direction more lengthwise of the bumper than depthwise thereof while absorbing the major portion of that part of a shock'received by said element and unabsorbed by the latter and its mounting means.

2. In an automobile bumper of a greater length widthwisely of the automobile than depthwisely in the direction of travel thereof, the combination of a structure distensible lengthwisely of the bumper during shock absorption and including a plurality of bumper parts one of which isan impact element and another of which is ajsecondary bumper part in rear of saidbumper element, mounting means including pivots joining said bumper parts whereby said parts move relatively during shock-absorption to increase the length of the bumper, and shock-absorbing means subtantially non-elastically deformable on such distention of said structure.

3. The bumper defined in claim 2, wherein said structure is substantially elliptical with the .longitudinal axis thereof running along the length of the bumper.

4. In an automobile bumperof a greater length widthwisely of the automobile than depthwisely in the direction of travel thereof, the combination of a structure distensible lengthwisely ofthe bumper during shock absorption and including a plurality of bumper parts, mounting means including pivots joining said bumper parts Ywhereby said parts move relatively during shock-absorp tion to increase the length of the bumper, one of said parts being an impact element acting first as an elastically deformable shock-absorbing instrumentality and a second of said parts acting as a non-elastically deformable shock-absorbing instrumentality, and means for bringing said second part into action to become deformed by absorbing excess shock unabsorbed by said impact element.

5. The bumper defined in claim 4, wherein there is as one of said relatively movable parts a third part also acting Yshock-absorbingly by non-elastic deformation, this last-mentioned part being of greater resistance to deformation than said second part.

6. The bumper dened in claim 4, wherein said second part is deformed to act shock-absorbingly in a direction which is more lengthwise than depthwise of the bumper.

'7. The bumper defined in claim 4, wherein there is as one of said relatively movable parts a third part also acting shock-absorbingly by non-elastic deformation, this last-mentioned part being of greater resistance to deformation than said second part, said second andthird parts being both deformed to act shock-absorbingly in a direction which is more lengthwise than depthwise of the bumper.

8. In an automobile bumper of a greater length widthwiselyof the automobile than depthwisely in the direction of travel thereof, the combination of a quasi-toggle including an impact element for the bumper, a backing element for the bumper 'and mechanical connections including pivots between said two elements, such toggle being spreadable lengthwisely of the bumperby impact against the bumper received at an angle to its length, and shock-absorbing means permanently deformable by such toggle spread substantially in the direction of such toggle spread.

9. In an automobile bumper of a greater length widthwisely of the automobile than depthwisely in the Vdirection of travel thereof, the combination of a toggle including an impact'element for the bumper, a backing element for the bumper and mechanical connections including pivots between said two relements, such toggle being spreadable lengthwisely of the bumper by impact against the bumper received at an angle to its length, and shock-absorbing means permanently deformable by suchY toggle spread substantially in the direction of toggle spread.

10. The bumper defined in claim 1, wherein saidshock-absorbing means includes an element acting shock-absorbingly by substantially nonelastic deformation.

11. The bumper defined in claim l, wherein said shock-absorbing means includes a plurality of shock-absorbing elements, and means for causing one such element to act rst and the other next, both acting shock-absorbingly by substantially non-elastic deformation.

12. The bumper defined in claim 1, wherein said shock-absorbing means includes a plurality of shock-absorbing elements, and means for causing one such element to act rst and the other next, both acting shock-absorbngly by substantially non-elastic deformation, the one acting rst being of less resistance to deformation than the one later acting.

13. The bumper defined in claim 1, wherein said shock-absorbing means includes a plurality of shock-absorbing elements one acting shockabsorbingly by elastic deformation and another acting shock-absorbingly by substantially nonelastic deformation.

14. The bumper dened in claim 2, wherein Said pivot carrying means includes a link.

15. The bumper defined in claim 2, wherein said movable parts include a pair of toggle-links.

16. The bumper dened in claim 2, wherein said movable parts include a parallelogram of levers.

1'7. The bumper defined in claim 2, wherein one of said movable parts is a part bodily movable relative to another part.

18. The bumper defined in claim 2, wherein one of said movable parts is a part movable more lengthwisely than depthwisely of the bumper.

19. The bumper dened in claim 2, whereon one of said movable parts is a part movable lengthwisely of the bumper.

20. The bumper dened in claim 1, wherein said shock-absorbing means includes a plurality of shock-absorbing elements one acting first and the other acting next, both acting shock-absorbingly by substantially non-elastic deformation, one of such deformations being by distention and the other being by crushing.

21. In an automobile bumper of greater length widthwisely of the automobile than depthwisely in the direction of travel thereof, the combination of an impact element, a carrying structure therefor, means for maintaining said elementen said structure while permitting movement of said element relative to said structure whereby during shock absorption the bumper is distended lengthwisely, shock-absorbing means including a shockabsorbing element substantially non-elastically deformable, and means operated by such distention for causing such deformation when said distention results from the receipt by such element of a shock of a predetermined degree of severity.

22. The bumper defined in claim 21, wherein said shock-absorbing means includes another shock-absorbing element also substantially nonelastically deformable but of greater resistance to deformation, and means are provided to cause deformation of the last mentioned element as the result of a receipt by the impact element of a shock of a greater degree of severity.

23. The bumper defined in claim 21, wherein said rshock-absorbing means includes' a shockabsorbing element elastically deformable, and means are provided to cause deformation of the last mentioned element as the result of a receipt by the impact element of a shock of a. degree of severity insuiiicient to deform the first mentioned shock-absorbing element.

IVAN WOLFF. 

